Automatic train-pipe connector



T..cAvELo NE.ANu @..VMA'BTELLu AuToMATlcmMN PIPE CONNECTOR'.

APPLICATION FILEQ- FEB. l0, 1920.

Patenfedsepn 27,1921...

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l einer nu! T. CRAVELONE AND C. MARTELLO.

AUTOMATIC TRAIN PIPE CONNECTOR. APPLICATION mso FEB; T0, 1920.

1,392,121. Pawnmsept. 27,1921.

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Patented Sept. 27, 1921.

APPLICATION FILED FEB. l0, |920.

T. CRAVELONE AND c1 MARTELLU. AUTOMATIC TRAIN PIPE CONNECTOR.

T. cRAvELoNE AND'C. MARTELLI).

AUTOMATIC TRAIN PIFECONNECTOR. l

v IIIIIIIIIIIIIIIII EB. l0, |920- l1,392,121 Patenmdept 27,1921.

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` To all fw 7mm, t may concern:

UNITED STATES PATENT OFFICE.

i TONY CRAVELONE AND CARL MARTELLO, OFxANACONDA, MONTANA.

AUTOMATIC TRAIN -PLPE CONNECTOR.

Be it known that we, ToNY CnAvnLoNE and CARL MARTELLO, citizens of Italy, but both having taken out first papers for citizenship in the United States of America,l residing at Anaconda, in the county of Deerlodge and State of Montana, have invented new and useful Improvements in Automatic Train-Pipe Connectors, .of which the fol-lV lowing is a specification.

The'ob]- ect of the invention is to provide a means for accomplishingV the automatic coupling of the sections or elements of a train pipe line simultaneously with the engagement of the car coupling membersand of correspondingly and simultaneously disconnecting the members of the ,train pipe as carried by the several cars of a train as an incident to the uncoupling or detachment of a car under such conditions as to avoid the necessity of the separate orindependentl manipulation of coupling means as throughv manual intervention, under such vconditions as to permit of the gradual or graduted admission of pressure to the. train line sec,-

tion of a car which is being'coupledLand also under such conditionsy as to permit retaining pressurein the train `pipe section of a disconnected car after the disengage` ment of the car coupling membersto the end that the air brake operating pressure on the car thus disconnected or cut out may be.

indefinitely retained or gradually reduced'by bleeding, as may be preferred; andy with theseobjects in viewthe'invention consists in a'construction and combination ofparts of which preferred embodiments are illustrated in the accompanying drawings, it being understood that changes'in form, pro-` portion and details maybe resorted` to, within the scope of the appended claims without departing from the principles involved. y In` the n drawings I Figure 1 is a plan view. of the apparatus.

Fig. 2 is a side .view `showing .the pre-` terred location o1c the train pipe connector beneath the car coupler.

Fig. 3 is a longitudinal section on the plane indicated by the line 3 3 of Fig. l.

Fig. L is a horizontal section on the plane indicated by the line 4-4' of Fig. 2.v F'g. 5 is a plan view partly in section on the plane 5 5 of Fig. 2 showing the impact plunger in its repressedposition,toeifectA Yispeeificfrfioiior Letters-Patent. Patented Sept. 27, 1921. Appiieation fue@ February io, i920. fseriai' 110.357,654.

jFig. 6 is aside elevation of a construc-v tion showing amodied connector. .y

Fig. 7 is a horizontal section on the plane indicated by the line 7 7 of Fig. 6.

Fig. 8 is a detail 'horizontal section of one of the connector heads or members.

Fig. 9, is a detail section of the pressure valve and operating piston cylinders with' their related parts.

Fig. 10 is a detail section on the plane indicated by the line 10--10 of Fig. 7

Fig. 1l is a detail view of the main train pipe valve. l

Fig. l2 is a transverse section on the plane indicated by the line 12-12 of Fig. 7.

Fig. '13 is a longitudinal sectional view of the pressure valve forming an important karrangement of the feature of. the invention.

tially of the connectormembers 23 mountedl in said frames and having rearwardly eX- tending stemsk 24 upon which are arranged cushion springs 25 for relieving the jarv inci-4 dent to coupling, each of the heads having an air channel`26 in communication permanentlylwith the train pipe 27 by means of a suitable extension 28 which may for the purpose of permitting the yielding movement of the connector head be of flexible construction, the connection between the train pipe and the air channel of each connector head being independent of the `ordinary lexible coupling pipe 29 and coupler head 30 now in common use and controlled bythe v'manually operable air valve 31, to the end that this ordinary means of coupling the parts of atrain pipe maybe employed when both of the cars between which a kcon` nection isto be established l are not provided with the connector forming the subone, with the preliminary explanation that the air channel 26 is intercepted at a convenient point in its lengthby a main cut-off valve 32, and terminates at the face of a jaw 33 in a yielding gasket 34, said jaw being opposed by a companion jaw 35 in which is mounted a yielding button 36 for engagement with a socket 37 in the complemental head when the j aw 33 of said complemental head is interposed-between the jaws 33 and 35 of the irst-named head, the said yielding button being actuated by a springV 38 which adapts it to be repressed suiiiciently to allow the jaw 33 of the complemental head to be properly seated and then resumes its normal position to hold the jaws in interlocked relation so that the air passage y26 of one hea-d is in operative communication with the corresponding passage of the complemental head. Obviouslythe disconnection of the connector heads may be eii'ected by a longitudinal strain in opposite directions applied thereto incident to the separation of the cars by which they are respectively carried when the couplers of said cars are disengaged.

Mounted in eachconnector head for longitudinal movement relative thereto is a plunger39 having an impact head 40 which projects into the throat `41 represented by the space between the opposing `jaws 33-35 to the end thatwhen the jaw 33 of the complemental connector head is introduced into the throat its .forward end will contact with said plunger head yand repress the latter against the impulse of a spring 42 which normally holds said plunger advanced. The plunger is operatively connected with an operating arm43of the main valve 32, which is normally held closed by means of the spring 42, as by having said plunger provided with a slot 45 which embraces the arm 43, to the endthat the repression of the plunger serves to elilect a partial opening of the' main fvalve 32 to permit of the passage of ai r through the channel 26 to the terminal represented by the gasket 34.

.Alsoin communication with the channel 26, beyond the main valve 32 or between the latter and the outlet gasket 34 is a branch passage 46 provided at an intermediate point with an auxiliary valve 47 and having connection with the casing A48 of a pressure valve 49 consisting, in the construction illustrated, oi" piston normally held advanced, in opposition to air pressure admitted from the channel 46 by a spring 50 and serving to controlan outlet51 from said'casing 48 to a passage 52 'leadingl to one end of a piston cylinder 53 in which is mounted a piston 54 actuated in opposition to air pressure by a spring 55 and having a stem 56 connected with the arm 43 (or an equivalent arm) 'of themain valve as by a fork 57 to the end that air permitted to traverse the channel 26 by the partial opening of the main valve 32 and passing through the branch 46 will repress the pressure valve 49 to expose the port 51 and thus admit air to the cylinder 53 and thereby cause the repression of the piston 54 against the tendency of the spring 55 to complete the opening of the main valve 32.

The secondary or auxiliary valve 47 which is normally adaptedto be in a closed position is adapted for actuation to open the branch passage 46 by the interlocking of the heads of the connector members, and to this end said valve is provided with an arm 58 arranged in the path of 'a dog 59 carried by the plunger 39 and adapted t0 receive4 an opening impulse by the repression of said plungerincidentl to the engagement of the jaws of the complemental connector heads, said arm being arranged to terminally traverse a lifting cam 60`disposed on the connector head to the end that when'the 'secondary valve has been moved to a sufficiently open position to permit of communication through the passage 46'to the pressure valve casing 48, the arm 58 Vwill be lifted out of the path of the dog 59, so that further movenient of the dog will cause it to pass under said arm 58. The further movementof said dog obviously is incidental to the movement of the arm 43 of the main valve due to the action ofthe piston 5'4, and the defiecting movement of the cam 60 is inopposition to apressurespring 62 arranged upon a stem 63 which extends through a slot 64 in a bracket 65, said spring'bearing against a washer or friction button 66 in contact withk the bracket. A handle 67 is also employed inyconnection with the secondary valve to the end that when two cars are to be uncoupled,and it is desired that the application of brakes on a disconnected car shall not occur immediately due to the abrupt opening of the train line and theexhaust ofpressure in the portion of the train pipe on roo the disconnected car, thel secondary valve i may be closed by hand. The closing movement of said secondary valve is limited by the contact of the arm 58 with a stop 68.` The dog 59 is beveled at its rear or outerV side to adapt it to pass under the arm 58 as theplunger 39 recedes due to the disengagement ofthe connector heads. Y

In order that the pressure in the piston cylinder 53 may be gradually exhausted after the disconnection of a car from the train there isp'rov-ided in the pressure valve casing 48 a bleed port 90 which, when the pressure valve 49 is relieved of directA pressure from the air channel 26 and advances beyond the port 51, is brought into communication with the passage 52 leading from said piston cylinder, said vent 90 leading to ltheatmosphere.

Thus in operation` they action incident to the engagement of the connector heads is to repress the plunger 39 to effect the partial opening ofthe main valve 32 and also the openingof the secondary valve'47 if the latter is in its closed position, to the'end that airpressure is permitted to pass through the 'j branchpassa'ge 46 to the pressure valve caspassagel 46 will permitl the pressure valve 49V to establish communication between the cylinder feed passage V52 and they vent -90 to bleed the piston cylinder 53 and. allow the main valve to be l closed byfits actuating spring. On the rear` end of thetrain from which a car has been'disconnectedlit is obviously desirable that the closing ofthe main valve shall occur immediately, and with this in view the secondaryfvalve `47 at the rear end-of :the train should be permitted to rkremain open so-.thatthe exhaust ofair from the exposed end of thepassage 26 will allow thepressure valve 49 to immediately establish communication between the cylinder 53 and theatmosphere so that'the piston 54 may return promptly to itsnormal position under :the action of its return spring 55,- but as to the disconnectedrcar,wherein it may be desirable. to retain the train pipe-pressure for a period to prevent the immediate application of the brakes due toxthe sudden yreduction of pressure in the-,train pipe, the precaution should be takenybefore uncoupling the car, to close the secondary valve as 'hereinbefore noted, so-that theleakage from-the cylinder 53 may be gradual, or so that the exhaust from thepressureV valve casing through the branch passage 46 may be -prevented. t

In the modified constructionillustrated in Figs. 6 to lQ-inclusive the essential parts hereinabove enumerated in connection with the preferred form .of the device are emcommunicating with fthe main-air passage-67 and having a secondary controlling valve 7 3, a pressurevalve casing 7 4in communication with said branch'passage 72 and containing a pressure valve ,f7 5 Scontrolling afeed passage 76 in communication with avpiston cylinder 77 inwhich is mounteda spring repressed piston 78 of which thegstem-79 is provided with a fork $80 for engaging the arm 71 to complete the opening movement Vof the main valve 68. c 7

In lthis instance the secondary valve is adapted solely for manual operation or setting andis provided with a stem 81 having a crankarm ,82 with whichis connected a handle or grip 83 disposed attheside of the car so as to permit kof the closing of saidk valve prior to the disconnection .of the car by which .it is carried from the balance ofthe train, to retain the pressure inthe valve casing 74 for reasons explainedl in connection with the forni of the apparatus illustrated in Figs.` l to 5 inclusive.`

In order to insure the accurate interlocking of the heads and preventdisplacement vfor respective engagement with guide pins 87 projecting laterally from the opposing head, as clearly indicated in Fig. 7.

VWhat 'is claimed is: L l. A train pipe connector having complemental heads provided with interlocking jaws, each head having. an air passage in communication with the trainpipeand terminatingV at 'the face. of one of the jaws for registration with the terminal of the correspondingair passage 'of the complemental,r head, a main vvalve. for controlling said air passage, means operable upon the engagement of thetwo yheads to yeffect a partial opening of the said main valve, and means for completing.; the opening movement of said valve subsequent tothe completion of the coupling operation 'of the heads.

2. A train pipe connector having complemental heads provided with interlocking jaws, each head having an air passage in communication with the-train pipe and terminating at the face .of one of the jaws for registration with the terminal of the corresponding air passage of the complemental head, a inain valve for controlling said air passage, means operable upon the engage-` ment of the two heads to effect a partial opening of the said main valve, and pressure' actuated means controlled b v the said main valve for effecting the complete opening of thelatter. f

3.- A train pipe connector havingcoinplemental heads provided with interlocking jaws and each having an air passage in vcommunication with the train pipe and terminating at the face of one ofthe jaws rfor registration with the terminal of the corresponding air passagek of thecompleniental head, a main valve for controlling said air passage, a plunger having an impact head in the path of the complemental coupler head and operatively connected with said valve for eiecting a partial opening thereof, and pressure actuated means controlled by said main valve for el'ecting'the complete opening of the latter` 4:. A train pipe connector having complemental coupler heads provided with interlocking jaws and air passages in communication with the train pipe and adapted for terminal registration by the engagement of said jaws, each of said heads-having'a main valve for controlling its air passage, a plunger provided with an impact head for repression by the complemental head and operatively connected with said valve for effecting a partial opening thereof, a pressure valve exposed to train pipe pressure by the partial opening of said main valve, and a main valve operating piston having its cylinder provided with atrain pipe pressure inlet controlled by said pressure valve.

5. A train pipe connector having com'- plemental heads provided with interlocking jaws and, air passages in communication with the train pipe for registration by the engagement of said jaws, each of said heads being provided with a main valvefor controlling its air passage, a plunger operatively connected withl said valve and actuable to effect a partial opening thereof by the engagement of said jaws, a pressure valve having its casing in communication with the air passage and controlled by said main valve, a main valve operating piston, and feed and exhaust ports for the cylinder of the main valve operating piston Vcontrolled by said pressure valve.

6. A train pipe connector having complemental couplerheads provided with interlocking jaws and air passages in communication with the train pipe and adapted for registration by the engagement of said jaws, each of said heads having a main valve for controlling its air passage, an impact plunger operatively connected with said valve and actuable by the engagement of the jaws of a complemental head to effect a partial openingof said valve, a main valve operating piston for effecting the compl-ete opening movement of said main valve, a pressure valve for controlling the inlet port to the cylinder of said piston, a feed passage for the casing of said pressure valve in communication with the air passage of the head,

and a secondary valve for said feed passage for controlling the admission of air to the pressure valve. 4

7. A train pip-e connector having complemental coupler heads provided with interlocking jaws and air passages in communication with the train pipe and adapted for registration by the engagementV of said j aws, each of saidheads having a'ma'in valve for controllingits air passage, an impact' plunger operatively connected with said valve and actuable by the engagement, of thejawsf ofi a complemental headA toe'ect a partial opening of said valve, a main'valve'operating piston for effecting' the" complete opening movement-of saidmainlvalve, a pressure valve for controlling" the vinlet port to the cylinder of saidv piston, "e 'feed" passage for the casingfof said-pressure valve inI communication with the air passage-of theA head, and a'secondaryvalvefor said ffeed passage for controlling the' admission of; air tothe pressure valve, and operatively connected with saidl plunger.

8. A train pipe connectorf having complemental 'coupler headsprovided with interlocking jaws Aand Vair passages in` communication with the train pipe and" adapted' for registrationl by the engagement of 'saidr jaws, each of said heads having ai mainvalve for controlling its air passage, animpafct plunger operativelyV connected withf said valveA and 1actuable by the engegement4 ofI the jaws'- of a complemental head to' effectfa `partial openingof said va1ve,a mainvalvefoperatingv piston for' effecting-the" complete opening movement of said-main valve', a pressure valvel for controllingy the inlet port; tothe cylinder of said piston, a feed passage forl the casing of said pressure' valve in communication withthe alirf assageof the-head, and a secondaryfvalveor'saidfeed passage for controllingthe admission=of air to the pressure vulve, means1 beingV provided for communicatingl opening movement to said secondary valveby thek repression of said plunger. e

9; A train pipel connectorl havingl complemental couplervheads provided with" interlocking jaws and airpassages in communication with the trainlpipef'ad `adapted for registration by thefengagementoffsaid j awe, each of saidheadshavingamainvalve for controlling- `its air passage, an `ixrxpact-plunger operatively connected with said valve and actuable-by thevengagement of 'the'j'aws ofy a complemental headtoe'ect a partial opening` 'of said valve,v a mainvalve voperating piston for efectingthecomple-te opening movement of said mainvalve, a pressure valve vfor controllingthe inletfportv tothe cylinder of said pistonyafeedlpassage for the casing of saidpressure valve in communication `with the air passage of the head, and a secondary valve for'said feed passage for controlling the admissiorfof air to the pressure valve, saidk secondary valve'having a yielding arm disposed, in the closed i' position of said valve, in'thepath-of a-dog on said plunger.

10. A train pipe eonnectfhaving complemental coupler heads provided'with interlocking jaws and air passages in communication with the train pipe and adapted for registration by the engagement of said jaws,

each of said heads having a main valve for controlling its air passage, an impact plunger operatively connected with said valve and actuable by the engagement of the jaws of a complemental head to effect a partial opening of said valve, a main valve operating piston for effecting the complete opening movement of said main valve, a pressure valve for controlling the inlet port to the cylinder of said piston, a feedfpassage for the casing of said pressure valve inA communication with the air passage of the head,

with, and ka cam for deflecting said arm from the path of the dog.

In testimony whereof we aiiix our signatures.

TONY CRAVELONE. CARL MARTELLO. 

